Automatic controlling device for cars.



PATBNTBD MAY 19, 1908.

I T. BODDB. AUTOMATIC CONTROLLING DEVICE FDR GA-BS.

APPLICATIOH FILED JULY 10, 190 7.

'4 sums-sum 1.

b 1 4 w/ a, I 4 a m l u IF W IP16 Ti-NTED MAY 19. 1908.

1-. BODDE. AUTOMATIC CGNTROLLING D VICE FOR CARS.

APPLICATION FILED JULE'10,1907.

4 SHEETS-SHEET 2 K a l). /l /I/ f/ WWW! INVENTOH 4 SHEETS-SHEET 3.

nhlllli ill 1 5 ATTORNEYS No. 888,417 PATENTED MAY 19, 190

120mm. AUTOMATIC coxmomme DEVICE FOR CARS.

No. 888,417. PATENTED MAY 19, 1908.

T. BODDB. AUTOMATIC CONTROLLING DEVICE FOR CARS.

APPLICATION FILED JULY 10. 1907.

4 SHEETS-SHEET 4 INVENTOH zc fl Wa ATTORNEYS \icw means for automatically Controlling;

UNITED STATES PATENT OFFICE.

THEODORE llUDDl'l, OF \YES'TFIELD, NEW JERSEY.

AUTOMATIC CONTROLLING DEVICE FOR CARS.

To all uliom i1 mtlf/ Minn-I'll. i Be itknown that l. 'lni-zonoun Boom-2, a subject of the Queen of the Netherlands, and a resident of \l'estlield, in the county of lnion and State ofXeu Jersey, have invented a certain new and weird lmprovcment in Automatic ('omrolliug Devices for Cars, of which the following is a specification.

This itifcmion relate to automatic controlling devices for cars, such controlling de- I \ices being ol the type shown in my c o-peuding application tiled March 18, 1907, Serial No. iiLiL LU ln carl \ing out the invention, l have in cars trains, and the hire, when conditions or circumstances require, such as he resence of another lt'uill upon the track-hlocli, or the presence .d' other dangers.

The. inrention consists of the construction, (Ulllliilltiliz ll and a." .ngemcllt of parts set forth in and tailing within the scope of the appendeu claims.

in the accompanying drawings like charthe views, and i ure 1 is a View si'iowing one form of a traclruiagzaa employed in c nnection with my invention; l' ig. 2 is a view of another form of t-recl;niagnet.; l'ig. i5 lilacwise indi ates third arrangement oltrackmagnet; Fig. -'l is aview illustrating a auanner in which these track magnets are disposed on the track beginning with each ldr, in any number of sets as desired, H: .letimes three or more magnets being cinpioycd; Fig. 5 is a view looking at the car from one. end, showing a port-ion of the latter broken away. said view illustrat ng in detaii th connections between the pole pieces and the armature of the train magn t. the con- 3 struction and disposition of the valve and dash-pot therein:- and oi the piston by which the worst of the power is cut in time of danger; Fig. (i is a side longitudinal view of the car, a portion of tlicrar body being broken away, said view snowing the train magnet boX andthe cmistruction and arrangement of the train-magnet relative. thereto.

Fig. 7 is a \'it\\' of still another form of trackmagnet; and Fig. shows diagrainmatically the disposition of the track-magnet andthe circuit working at Normal danger, that is i to say, with the circuitnormally open at an extra contact poin and only closed at that contact point when there is a train arriving f on the preceding tiack section in the direc- Specification 01' Letters Patent.

' Application filed July 10. 1907.

tion of the arrow. Figs. 9 and 10 are detail views of the dash pot and valve employed In connection with my invention.

As heretofore stated, this invention is of the some type, br adly considered, as that gillustrated 211 my copending application aforesaid, that is to say. at a track section, or certain track sections, I locate adjacent. to the tracks what we may term a track magnet, and upon the train or other moving vehicle is mounted a train magnet, which latter operates a safety device of any suitable type or nature which is operated at a predetermined time by the passage of the train-magnet over or past the track-magnet. In my invention an air gap or space always exists between the track-magnet and the trainmagnet.

I will now proceed to describe my invention more in detail and in so doing will deal first with the construction and arrangement of various forms of traclmnagnets shown.

Referring now to the construction shown in Fig. 1, thc'numcral 1 indicates the core located between the pole pieces 2,2. At the end of each of these pole pieces and extending between the same I arrange the permanent magnet bars 3, 3 which are spaced apart and connected to each pole piece with e ual poiarity as that of the core 1 when it is energized by the ampere turns around it. In thisway one of the pole pieces wili be. the north pole and the other the south pole, so that to all intents and purioses we have a polarized track magnet. he presence of the permanent magnets 3, 3 possesses the advantage that it requires less ampere turns around the core in order to render the trackmagnet ell'cctive, as the permanent magnets may furnish the great bulk of the required total this in each pole piece of the track magnets in order to oppose the magnetic poles of the train magnet, the construction of which latter will be described in detail licrcafter. A further advantage of the construction shown in Fig. 1 that when the electric circuit. around the core 1 is open, which corres nods to danger, the magneticilux from tlie permanent magnets 3, 3 will pass in the direction of the arrows, through the pole pieces and the core of the track-magnet, and in this way cause a considerable magnetic induct ion in the irpn of the trackmmgnet, in conse uence of which the iron will possess a much higher permeability than if it was not crossed by such magnct-ic flux. Thus, when the train-magnet I arrives over the trackconduct a considerable flux coming from the permanent magnets 3, 3.

In Fig. 2 in the place of the ermancnt magnets 3, 3 I have substituted e ectromagncts 4, 4 which are, as in the case of the permanent magnets, connected toeach pole piece with equal polarity as that of the core 1, when 1t 1s ener ized by the ampere turns of wire around it. n order to be clicctivc, the electric circuit of the electromagnets 4, 4 is closed during the time of the passage of a train over the track-magnet. In Fig. 3 i have shown a construction of track-magnet embodying in combination the features of both Figs. 1 and 2, that is to say, I provide the permanent bar ma nets 3" and the electromagnets 4 extending between the pole pieces 2, 2. In Fig. 4 I have shown a set or series of trackmagnets, th-ee in number, located between the rails of the track and arranged in working connection withtho semaphore X. Y

In the construction of the track magnet shown in Fig. 7, two soft iron pole pieces 2, 2 are connected by the permanent steel magnets 3, 3 as in Fig. I, all of the same polarity on the same pole piece. Moreover, there is again disposed between the two pole pieces the soft iron core C which in this construction, however, is broken or discontinued or made narrow for a certain distance and such core is surrounded by the wire spool D which is wound and connected in such way as to cause, when closed on the source of elect icity, such as the battery E, a polarity in the core (I, which is contra? to the polarity of the permanent magnets 3. Hence, when the circuit of the spool D is closed, which corresponds to safety? the magnetic flux from the permanent magnets 3 1s a lowed to ass through the core, including the air ga of the same in the direction of the arrow an the pole pieces then present practically no outside magnetism. But when the circuit of the spool D is open, which corresponds to danger, the air gap of the core presents such a high magneticresistance to the flux from the permanent magnets 3, 3 that this flux will pass almost entirel through the air, thus giving a high outsic c magnetism to the pole pieces. If now such a track-magnet is disposed on the track in such a wayas to face in the time of danger, the tra l .iagncts which pass over it with 1prole pieces of contrary polarity, the flux om those train-ma ets will be drawn in, as it were, by the tra magnet. This occurs, however, only in-the time of danger, and no]; so when the'device is at safet --In this construction it will be noted t lat not only does the track-magnet not presentthe .the armatureapd its axis.

opposition pole to the train-magnet which passes over it in time of danger, but presents cooperating poles, as it were.

Ilavin described in detail the construction of t 1e various forms of track magnets utilized by inc,l will now proceed to describe the arrangement of train-magnet, or that carried by the vehicle. and also describe the connectedv parts operating in conjunction therewith.

Having especiclreference to Figs. 5, 6, 9,

and 10, 1. indicates the car or other vehicle traveling along the trackway and carrying suspended b the straps 10, 10, the train.

magnetwhich is indicated as an entirety by F. This train magnetcornprises the pole pieces 5, 5 and the permanent bar magnets 6, spaced apart relative to each other and extending across and connecting the two pole -oieces. All of these permanent magnets have equal polar' on the same pole piece. so

,that. one of the pole pieces made the north pole and the other the south pole. 7, 7 indicate projections extending up from the grid Tormed by the pole pieces and the magnets, and adapted to contact with the under .de of the inturned ends 8, S of the projection is the armature 9. This armature is pivoted on an axis 11 and is perfectly balanced on such axis by the counterweight- 12. This construction possesses certain advantages in that the jars and vibrations of the train while 1 in motion can have practically no disturbing influence u on such balanced armature, so that it wil not be jarred from the seat, against which it is attracted, by the shocks of the train. The only force which tends to force or pull the armature away from its seat is the tension spring 1 3 whiclr-is attached at its up or end to the armature. In order to give t e necessary tension to the spring, 1

rovide at the lower end a weight 14 moving :eely in a cylinder 15 which is filled with oil or o' :er liquid, or Inthis way the cyiin der .15 forms a per. ect' dash ot for any move ment of the weight 14 wit relation to such cylinder. This cylinder or chamber is ar' ranged within a box 16 which also contains Consequently the movements of the train will have; pra tically no influence on the tension, of the spring 13, which is the main urpose of this dashpot disposition. \Yhen tile train magnet passes over a track-magnet which presents no opposing poles to the train-magnet, (this corresponding to danger) the armature will fly off its seat and the weight descend into the vessel 15. i The upper part of such weight is" formed as a sliding valve, the lug portion 17- of the weight having ports 18 t herem adapted to register with ports 19 in the slee e ortion of the neck or extension of the cyli er containing the weight. *In the construction shown in the drawings the tube-520 is con 'nected with the train pipe of an air brake system, while the tube 21 leads to'the dashpot cylinder 22 within which moves the piston 23. An opening 21' is formed in the wall of the cylinder and the piston rod'25 when pushed out-from the cylinder 2:2 tends to shut off the motive power of the train. The pipe .26 leading from the upper portion of the neck of the cylinder communicates with the outside air. As is clearly shown in 5, when the sliding valve in the neck of the chamber 0* cylinder is in its upper position, which corresponds to safety, the inside of the cylinder 2'. is connected with the. atmosphere and hence the rod .25 may be freely moved by hand to shut off or apply the motive power of the train. But when the sliding valve is in its lower position, which corres onds to danger, the inside of the cylinor .22 is connected with the air brake pressure and hence the piston 23 will be pushed out of the cylinder and by means of the rod 25 shut off the motive power of the train. Moreover, when the piston reaches the opening 24. the air from the brake system can freely escape through that hole and hence the brakes will be applied and stop the tram. To start the train again, the engineer must first force the armature 9 against the shoulders S of the projections 7. This may be done by means of the lever 27 whiclrwhen putlcd upward, turns the shaft .28 and thus forces the armature against the shoulders 8. As soon as the armature rests against the shoulders the engineer lets go the lever 27, which drops of its own weight and then he can operate the piston .25 to apply the motive power of the train. The heating wires or ipes 29 may be employed to heat the inside of the box 16 and thereby avoid the mssibility of freezing in cold weather. urthcrmore, in the construction shown in Figs. 5 and 6 the projections 7 are separated from the pole pieces 5 by means of some nonmagnetic material 30, so that the magnetic tlux passing through the armature path encounters a considerable magnetic resistance, and

' hence, not onlyds the sticking ofthe armature prevented, but the demagnetization of the armature path at the moment that the train magnet passes over the track-magnet tahcs place more quickly than if the air gap did not exist.

Fig. 8 illustrates diagrammatically the disposition of the track magnet and its circuit when it is desired, foreconomical reasons, that the track magnet work at. norcloses the contact a so that the track magnet can then perform its functions for the arriving train This relay it" may be'opcrated in series with its track battery, or it, may be operated in parallel with the track battery. It is evident that by a construction of this character considerable economy in the use of the current is attained. Instead of the relay R we might evidently use as well a track instrument" closing the contact a" at the arrival of the train in the preceding block.

Having thus described my invention. vliat I claim and desire to secure by Letters cut is I 1. The combination with a vehicle, a train 'magnct carried thereby, of a track magnet having pole-pieces connected by a perinanent magnetic mciiiber, and a core member.

.2. The combination with aveliiclc adapted to move along a track, of a train magnetcarried bv said vehicle. and a track magnet located at the track. said track magnet having pole pieces conncctcd by a corc member.

3. Thc combination with a vehicle adapted to travel alo: 1g a track, of a train magnet carried thcr b v, and a track-magne located at 5. The combination with a vehicle *ptcd .to travel along a track. of a train gnct therefor having a member projecting t-lierefrom, and an armature adapted to bear against said projection at predetermined times, and a track magnet located at the track.

6. The combination with a vehicle or the like adapted to travel along the track, of a train magnet carried thereby and hav ng a plurality of projecting members, and an armature adapted to bear against said projection at lprcdctcrnn'ned times, and a, track magnet ocatcd at the track.

7. The combination with wear or the like, of a train magnet havingv aplurality of ro- 'ecting members, an armature adapte to ear against such projections at predetermined times, a track magnet and asafety device operated by the passage of the train magnet past the track magnet.

8. The combination with a car or the like, of a train magnet, an armature, and means i" or mountin; the armature imbalance against accidental dismacement.

9. The combination with a'car or thelike, of a train magnet having a plurality of membeta projecting therefrom, an armature ada ted to bear against such pro ections at a ore etermincd time, and means for mountmg the armature H1 balance againsttaccn.

dental displacement.

10. The combination with a car or the like,

of a train magnet having a plurality of memhers pro ecting therefrom, an armature adapted to bear against such proiections at a reuetermined timefand means for preservg mg the armature. in balance on its axis.

11. The combination with a car or the like, I

of a train magnet having a plurality of memnera pro reciting therefrom, an armature adapted to bear against such projections at a t predetermined time, a spring connected to j said armature and a weight connected to said spring.

12. Tbe combination with a car or the like, of a tram magnet having a plurality of memhers projecting therefrom, an armature adapted to bear against such projections at a predetermined time, a tension device for said armature, a weight connected to said tension device, anda damping device for said V-?lgllll.

\ 13. The combination with a car, a perma- E nent train magnet therefor, an operating ormature, a valve connected to said armature and safety means controlled by said valve.

14. The combination with a car, of a permanent train magnet, anoperating armature, a valve connected to said armature, safety means (comprising a cylinder, piston and rod) controlled by said valve, and an outlet in the wall of said cylinder.

15. The combination with a car of a permanent train magnet, an operating armature. a valve connected to said armature, safety means, comprising a cylinder, piston ,and rod, connected to said valve, means whereby an actuating medium is admitted to said cylinder to operate said piston and rod and an outlet permitting the escape of said medium atthe end of saidppcration.

16. The cpmbination with a car, of a train magnet an operating armatu e, a valve-conl nected to said armature, safety means, comprisin a cylinder, piston and rod, connected to sai valve, and means supplying air at atmospheric pressure to said cyhnderthrou a 5 said valve when the latter is not operated y l said armature.

l 17. The combination with a car, of a train l magnet, an 0 crating armature, a valve connected to salt armature, safety means, comprising a cvlinder, piston and rod, connected s to said valve, a pipe connecting said valve with the outside air, and ports in said valve permitting the passage of air to said cylinder E when said valve is in its normal, unog-erated position.

18. The combination with a car of a permanent train magnet, an operating armaturc, ,a valve connected to said armature, safety means, comprising a cylinder, piston l and rod, connected to said valve, and means 5 whereby an actuating medium is supplied to f said cylinder through said valve when the latter is operated by said armature.

19. The combination with a vehicle carrying a train-magnet, of a track-lzia net ar ranged in circuit with a source of electric-2i energy and provided with a cont-act point, l and means normally holding said contact open, such means closing the point o contact to complete the circuit when the vehicle f passes over a preceding track section. 20. T he combination with a vehicle adapted to travel along a track, of a train magnet therefor, ar'l a track magnet located adjacent to the track and comprising a lurahty of pole pieces, means for magnetic-a ly energizing said pole pieces on open circuit, and means for dencrgizing the pole pieces when the circuit is closed.

In testimony whereof I have signed my name to this specific; 'ion in the presence of two subscribing witresse THEODORE Booms.

Witnesses:

RICHARD B. CAVANAGH, 

